📊 CANADIAN GP - SPRINT | TOP SPEED PER LAP

NEW 2026 TOP SPEED RECORD: HUL reached 357 km/h! 😲

To put in perspective how crazy that is: the rules forbid electrical deployment well before that speed! This means that he reached 357km/h... using the ~550hp of Audi's ICE! 🪫

He broke the 'invisible wall'!

📊 CANADIAN GP - SPRINT | SPRINT PACE ANALYSIS

NOR and the two Mercedes were on a league of their own!

PIA and the two Ferrari had good pace, but no chance of winning (0.3-0.4s/lap off NOR)!

VER was clearly the slowest among those in front: 0.17s/lap slower than HAM, 0.57s/lap off NOR!

✅ Best of the rest: Alpine
❌ Worst: Aston (STR lost over THREE SECONDS per lap!)


What's your take on the RUS/ANT clash?

📊 CANADIAN GP - RACE | RACE PACE ANALYSIS

No match for Mercedes: ANT was over 0.2s/lap quicker than the next best car despite fighting with RUS and not having to push at the end!

Excellent (and identical) pace for VER and HAM.

LEC was 0.36s/lap slower than HAM, but almost as quick as HAD despite using one set less.

Great pace for Alpine: 6th best for COL!

Gap (s/lap)
1) Mercedes;
2-3) RBR/Ferrari +0.22;
4) Alpine +1.35;
5) Williams +1.45;
6) RBs +1.58;
7-8) Haas/Audi +1.73.

McL (PIA) hard to judge due to traffic. Cadillac and Aston were nowhere: ~4s/lap slower despite multiple stops!

Today I'm teaching you how to get your car's power curve WITHOUT using a dyno!
(Thanks to vehicle dynamics 😎)

1) Engage a given gear, then accelerate from low up to high rpm.
2) Acquire your car's speed (v) and rpm via an OBD sensor.
3) Compute the longitudinal acceleration ax as the derivative of speed (its rate of change).
4) Compute the tractive force F as mass × ax (drag can be neglected in lower gears).
5) Compute the engine Torque via the known tyre radius, gear ratio, and assuming a transmission efficiency (FWD/RWD: 0.85, 4WD: 0.75).
6) Power = Torque × rpm → plot both against rpm and you have your curves! ✅

Below are results from a diesel car I was testing: after the tune (red), peak torque rose by ~22 Nm above 2000 rpm, with a corresponding +15 hp peak power gain!

I really cannot help tinkering with this stuff...

Visualisations made via @JMP_software

If there's a track where Ferrari can win before upgrading their engine, that's Monaco! 💡

Ferrari-powered teams, Audi, and especially Aston's lower power will matter little here → should perform better than usual.

Traction determines laptime, rewarding those that can put the power down.

Trivia: it will be the regular F1 race with the lowest fuel consumption ever! (Most efficient PUs ever, 260 km vs other tracks' 305 km, low consumption per lap).

What's YOUR prediction? 👀

📸 @pirellisport

📊MONACO GP - FP2 ANALYSIS

🟥Ferrari are the clear favourites: HAM was quickest, but LEC left ~0.25s on the table by not combining his best sectors!

Sector 1: LEC quickest, RUS/VER/ANT within 0.1s; HAM struggled more.

S2: HAM quickest, LEC +0.025s. Mercedes struggled (ANT had the LOWEST minimum speed at the hairpin, just 40km/h! -6km/h vs HAM).

S3: Ferrari dominated again.

Lap domination (top figure, each team's best lap): HAM was quicker than VER and RUS only around the tunnel, yet faster overall! VER and RUS traded blows throughout sectors 1-3, but both lost out to HAM when it mattered).

MY QUALI POWER RANKINGS:
🟥Ferrari > 🟦RBR (VER) / 🟩Mercedes > 🟧McL

What's YOUR prediction? 👀

Audi reached 289 km/h out of the tunnel despite the ERS nerf and active aero being unavailable!

Cars would have exceeded 300km/h if not for those changes. 😳

📊 MONACO GP | QUALI LAP TIMES - 2026 VS 2025

Mercedes was P14-15 last year; this year they got pole, losing just 0.5s despite the regulation change.

This new gen of F1 cars is way slower around Monaco: Ferrari lost 2.2s, McL 2.6s, Aston 4.4s!

📊 MONACO GP - QUALIFYING | QUALIFYING ANALYSIS

🟩ANT's 3 km/h top speed advantage may have been worth the 0.042s that gave him pole. He was quickest at the end of every full-throttle section!

🟦VER showed excellent traction (full throttle 36.9% of the lap) and high-speed cornering (173 km/h in T12)!

Red Bulll has made an incredible job turning around the performance of their chassis in just a few races: from undrivable and barely quicker than a Racing Bulls to a Monaco pole contender!

🟥Ferrari's advantages vanished in quali: they couldn't string together a clean lap and lost the front row. Still ahead of 🟧McL, though, who were well off the pace, worst or 2nd worst in every aspect!

Overtaking in Monaco is extremely hard: ANT might gain significant points over RUS, while Ferrari might have lost a critical opportunity.

ADUO FIGURES REVEALED 💥

Not only is the Mercedes ICE NOT the most powerful; they're over 2% behind RBPT (a 12-24 hp deficit), so they will benefit from ADUO!

Ferrari (and Audi) DID fall in the 4-6% deficit range → can catch up.

Honda is so far behind it landed in the newly added 6-8% range, unlocking more budget and development time.

No one expected that about Mercedes. Ferrari can finally develop their engine... but so can Mercedes! A huge blow to Ferrari's championship hopes.

Each manufacturer's ICE power estimation I made on the 13th of April, using all the qualifying and race sessions available at the time:

https://t.me/FDataAn/2636

I often read 'The ADUO only considers the ICE power, not the ERS; Mercedes has the best ERS; that's why they got the 2-% ADUO' - but that's wrong!

Read on to understand why 💡

The 🔋ERS does NOT produce energy: it simply deploys what it previously harvested. ALL energy originates from the ⛽️ ICE.

Harvesting happens:
- At partial throttle, when the ICE produces MORE energy than can be put down (the ERS harvests the surplus).
- When coasting or braking, using the car's kinetic energy.

Having a more powerful ICE:
- Extends the partial throttle phase → more harvesting ✅
- Raises top speed → more kinetic energy → more harvesting ✅

Maximum power (tractive and harvesting) is fixed by the rules, and electric motor efficiency is already extremely high (90-95%), so even halving the losses yields only marginal gains.

Conclusion: the most powerful ICE means the strongest ERS too, unless a team gets its harvesting/deployment strategy completely wrong!

[ADUO is evaluated using an "ICE Performance Index", calculated from the ICE's average power and the lap time's sensitivity to power. The exact formula is kept confidential to prevent manufacturers from gaming the system].

Monaco delivered the first 2026 quali laps with NO CLIPPING! 💡

Antonelli's Pole Laps

⬛️ Miami:
🟢 Acceleration decreases linearly with speed;
🟠 ERS transitions from deploy to harvest → Acceleration drops to 0;
🔴 Car stays full-throttle yet loses speed (negative acceleration, clipping).

🟦 Monaco:
Acceleration never turns negative; ANT keeps gaining speed until the braking point.

Two reasons for this:
- Monaco's layout: plenty of harvesting opportunities and short full-throttle stretches.
- A rule change: ERS power had to taper off above 200 km/h.

Active aero (for drag reduction) was also disabled.

As a result, acceleration was lower overall and dropped off more quickly with speed: the combined effect of reduced ERS power and higher drag!

Yet another proof that reducing ERS's power share would benefit the sport!

Made via @JMP_software

New F1 PU regulations: ~1100hp in 2028! 🤩

- Increased ICE power (+20 kW in '27, +50 kW in '28) via higher fuel flow.
- Decreased ERS power (-50 kW), but NOT in overtake mode (which gets STRONGER, increasing power vs Std.).
- Increased harvesting power: same energy harvested in less time.

Consequences:
- LESS total power (-30 kW) in '27, back to baseline in '28.
- MORE total power in overtake mode: 800 kW in '28 (~1090 hp), exceeding 1100 hp through PU development!
- ICE power share rises to 60% (up from 53% today) → less clipping (the +400 kW harvesting power will help too).

Net result: higher performance and top speeds, less clipping.

Not a massive shift, but one that satisfied manufacturers!